Switch-operating mechanism



June 28 1927.

'PQ PETERSON SWITCH OPERATING IECHANISI Filed March 25. 1926 5 Q E C E E E a Q VKEEE R INVENTOR Pzrz PETERSON 'RNEY Patented June 28, 1927.

UNITED STATES PETE -PETERSON, OF MONROE, WASHINGTON.-

.SWITCH-OTEBLATING MECHANISM.

Application filed am. 25, 1926. Serial No. 97,293.

This invention relates to improvements in railway switches and more particularly to switches ofthat character adapted to be actuated through the medium of a} switch actuating lever mounted on aicar, or locomotive operating along the track.

It is the principal object of this invention to provide Switch actuating mechanism of the above character adapted for automatic control through the medium of mechanism carried on a car or locomotive, or for manual actuation by mechanism that may be located along side of the track adjacent the switch; either of which may be used to open or close the switch and wherein neither one interferes with operation of the other.

Other objects of the invention reside in the various .details of construction and combination of parts embodied in the invention and in their mode of operation.

In accomplishing these objects, I have provided the improved details of construction, thepreferred forms of which are lllustrated in the accompanying drawings,

wherein- Figure 1 18 a plan view showing a railway track and switch and a switch actuating mechanism constructed in accordance with the present invention. v

Figure is a d tail view of that part of the switch actuating mechanism thatis adapted to be engaged by a part carried on a car or locomotive for automatic actuation of the switch.

Figure 3 is a sectional detail ofa part of the switch control mechanism.

Figure 4t is avi'ew'illustrating the-location and character of the switch actuating lever carried by a locomotive.

Figure 5 is a'p'lan'v iew showing an alternative construction.

Referring more in detail to the drawin gs 11 designate the rails of a railway track and 22 the adjustable rails or switch points; these latter being joined adjacent their ends by a tie rod 3 whereby they are held in proper spaced relation and may be simultaneously shifted. Connected pivotally to the switch point 2, by means of a bracket 4, is a shaft, or rod, 5, that extends across the track through the switch rail 2 and rail 1 and through an adjustment bearing 6 mounted revolubly in a supporting bracket 7 that is fixed to the outer side of rail 1 as is shown in Figure 1.

The shaft 5 has a screw threaded connection with the bearing 6, as indicated at 8, i

and the latter may be revolved in opposite directions through, the medium of a lever arm 9 so as to cause longitudinal shifting of the shaft 5 and a resultant opening or closing of the switch.

For manual actuation of the switch I have provided the outer end of shaft 5 with a bevel gear 10'that is slidably keyed thereon and which is .operatively in mesh with a bevel gear 11' mounted by a pivot pin 12 on a supporting base plate 13 that may be fixed to thetrack. A supporting bearing 145 is provided on the base plate for the outer end of shaft 5 and this serves to retain gear 10 in mesh with: gear 11 regardless of shifting of the shaft 5.- A lever 15 is fixed to the gear 11 whereby, when the'l ever is swung from one side to, the other, the gears will be rotated to etfect rotation of shaft 5 andcause it, by virtue of its threaded connection with the supporting bearing 6, to be shifted longitudinally one way or the other to open or close the switch.

For automatic operation of the switch, I have provided a-rockcr lever 18, as shown in Figures 1 and 2. g This lever is located parallel with and between the rails of the trackatsome distancefrom the switch. It 7 consists of a'bar that is pivotally mounted at its center by means of a horizontal cross shaft 19 from a supporting plate 20 that may be mounted upon the cross ties 21. The end portions of the bar at opposite sides of the pivotpoint have an angular relation to each other which provides that, when either end portion is flatly engaged with the base plate 20, the other end portion will eX- tend in an upwardly inclined relation above the plate. Thus the bar may be rocked on its pivot in opposite directions against the plate 20.

Pivotally connected with the opposite ends of the bar or lever 18, as a continuation thereof, are links 25-25 which,v at their outer ends, have longitudinally directed slots 26 therein through which U-bolts 27, mounted at the ends of base plate 20, extend.

The rocker lever 18 is fixed to the cross shaft 19 and this latter extends transversely of the track through suitable supporting bearings 29 and at its outer end is provided with a lever arm 30 which, at its outer end,

is connected by means of a link or rod 31 connection provides that, rocking of bar 18 will cause shaft 19 to be rotated and this, through the lever and link connection with bearing 6, causes the latter to be rotated and shaft to be shifted to actuate the switch.

The rocker lever 18 is intended to be ac tuated by the contacting therewith of a control lever mounted on a car or locomotive operable along the track. In Figure 4, I have illustrated a preferred form of actuating device for a locomotive cab wherein 35 designates a lever pivotally mounted by bolt 36'from a supporting bracket 37. At the lower end of the lever 35 is a downwardly and forwardly directed arm 38 provided at its end with a roller 39. By forward swinging of the lever 35, the roller may be adjusted. to a position at which it will engage with an upwardly inclined part of rocker lever 18, as the locomotive moves over the latter, causing the rocker to be moved in such manner as to open or close the switch, dependent upon the direction of travel of the locomotive. The control lever may be provided with any suitable latch or lock mechanism, as indicated at in Figure 4, whereby it may be held at'different positions of adjustment.

In Figure 5 is illustrated an alternative arrangement of the rocker lever which is adapted to operate in a horizontal plane. It is obvious that by corresponding changes in other parts of the device, and in a re-location of the control leveron the car, this arrangement could be made to operate with the same results as above described.

The system and mechanism above described provides that the engineer may open or close a switch on approaching or leaving the same or pass over it without action. The switch may also be actuated manually by the lever as shown, or this may be connected by suitable means with a switch tower control.

It is evident that the details of construction may be varied without departing from the spirit of the invention and it is not desired that the claims be limited only to the details herein shown.

Having thus described my invention, what I claim as new therein and desire to secure by Letters-Patent, is:

1. A switch actuating mechanism comprising a fixed support, a bearing sleeve rotatable in the'said support, a shaft operatively connected with the switch and extending in a threaded connection through the said bearing, a lever arm extending from the bearing whereby it may be rotated in opposite directions to effect longitudinal movement of the shaft for opening or clos ing the switch, a rocker shaft mounted transversely of the track at some distance from the switch, a rocker lever mounted on the rocker shaft in position to be engaged and actuated by a control member on a car moving along the track, a lever fixed to the latter shaft and a link operatively connecting the lever with the rotating arm of the said bearing.

2. In a railway switch actuating mechanism, a rotatably fixed bearing, a shaft operatively connected at one end with a switch point and extending in a threaded connection through the said bearing, an arm extending from the bearing whereby it may be rotated in opposite directions to eflect opening or closing movement of the switch, a lOCkL supporting shaft rotatably mounted transversely of the track at some distance from the switch, a lever fixed to the shaft, a link connecting said lever with the arm of the said bearing and a'rocker lever fixed to the rocker shaft between the rails of the track comprising upwardly directed, oppov site end portions adapted to be engaged by a control member on a car operating along the track and to be actuated thereby to effect rotative movement of the rocker and a like movement of the bearing, and guard links pivotally fixed to the ends of the rocker shaft as an extension thereof with their outer ends slidably connected to a supsupporting plate.

Signed at Everett, Vashington, this 17th day of March, 1926.

PETE PETERSON. 

